Aerospace intelligent window system

ABSTRACT

A network system for monitoring and storing data of aircraft intelligent windows or windshields to provide useable life of, provide real life performance of, and/or measure characteristics and/or properties of, the windshields forwards the data from sensors mounting the windshield to a window sensing hub having a microprocessor programmed to receive and process the data to determine the performance of the windshield and formatting the data in accordance to a preset program, wherein the program includes providing data from the sensors that measures characteristics and properties of the windshield that are active during the period in which the data is taken. An aircraft central maintenance system connected to the window sensing hub receives the formatted information from the window sensing hub and unfiltered or unformatted information, wherein the unfiltered information from the windshield is acted on by the central maintenance system to provide an estimated useable life of the windshield.

RELATED APPLICATION

This application is a divisional of U.S. patent application Ser. No.13/950,599, filed Jul. 25, 2013, which claims the benefit of the filingdate of U.S. Provisional Application Ser. No. 61/678,315 filed on Aug.1, 2012, which are incorporated by reference herein in their entireties.

BACKGROUND OF THE INVENTION 1. Field of the Invention

This invention relates to an aerospace intelligent window system thatincludes performance data of one or more currently mounted windows in anaircraft (present performance data), and performance data of one or morepreviously mounted windows in the same aircraft and/or other aircrafts(past performance data) wherein the present and/or past performance datais used to determine life expectance of the one or more currentlymounted windows.

2. Presently Available Technology

The present technology relating to sensors for aircraft windows, e.g. anaircraft windshield provides for mounting one or more sensors on anaircraft window and connecting the sensor output to a monitoring systemmounted on the aircraft to provide instant performance data of selectedproperties or characteristics of the window. For a detailed discussionof sensors monitoring performance of selected properties and/orcharacteristics of aircraft windows reference is directed to U.S. PatentApplication Publication Nos. 2010/0163675 A1, and 2013/075,531A1. Thesensors, e.g. an impact sensor, a rupture sensor, an arc sensor, atemperature sensor and/or a moisture sensor, mounted on the aircraftwindow provide information relating to the performance of the window todetermine if the performance is operating within acceptable limits. Whenthe window performance is outside of acceptable limits, the window isrepaired or replaced, e.g. as disclosed in U.S. Pat. No. 8,155,816 B2.U.S. Pat. No. 8,155,816 B2, and U.S. Patent Application Publication Nos.2010/0163675 A1 and 2013/075,531A1 in their entirety are herebyincorporated by reference.

Although the present system to monitor performance of an aircraft windowis acceptable, there are limitations. More particularly, one limitationof the presently available systems is that the data from the sensorsprovide information regarding actual performance of the aircraft window,e.g. but not limited to an aircraft windshield but little, if any,information regarding the useable life or life expectancy of theaircraft window. Another limitation of the present system is that thedata is presented as information for each aircraft window as a separateunit, and the interaction between aircraft windows is not fully takeninto account. As can now be appreciated by those skilled in the art, itwould be advantageous to consider interconnect output of the sensors ofaircraft windows mounted in the body of an airplane to form a network ofwindows. In this manner the performance of the network of windows can bemonitored, and the present and past performance of the network ofwindows of the aircraft can be considered to determine useable life orlife expectance of the windows of the network of windows and determineif the window failure is a result of the window construction or anindication that a portion of the aircraft body and/or the window mountsurrounding the aircraft window is causing the window to perform outsideof an acceptable range.

SUMMARY OF THE INVENTION

This invention relates to a network system for monitoring and storingperformance data of a transparency to provide estimated useable life ofthe transparency and/or to provide real life performance of thetransparency. The transparency includes but is not limited to atransparent sheet having a sensor group secured on a surface of thesheet to measure predetermined characteristics and/or properties of thetransparency, wherein the sensor group includes, but is not limited toat least one sensor selected from the family of sensors including, butnot limited to an arc sensor for measuring arcing of an electricallyheatable member mounted on a surface of the transparent sheet,hereinafter referred to as an “arc sensor”; a heat sensor for measuringtemperature of the heatable member, hereinafter referred to as a “heatsensor”; a moisture sensor for measuring moisture content on a surfaceof the transparent sheet, hereinafter referred to as a “moisturesensor”; an impact sensor for measuring force of impact of objectshitting a surface of the transparent sheet, hereinafter referred to asan “impact sensor”, and a sensor for identifying fractures in and/or onthe transparent sheet, hereinafter referred to as a “crack sensor”.

The network system includes, but is not limited to a window sensing hubcomprising a microprocessor to receive output of the sensor group ofeach of the transparencies, wherein the microprocessor is programmed toreceive data from the sensor group of the transparency providinginformation on the performance of the property and characteristic of thetransparency associated with the sensor group and formatting thereceived data in accordance to a preset program, wherein the programincludes at least providing data from the sensor group of thetransparent sheet that measure characteristics and properties of thetransparency that are active during the period in which the data takenis of interest, and a central maintenance system connected to the windowsensing hub to receive the formatted information from the window sensinghub and unfiltered information, wherein the unfiltered information fromthe transparent sheet is acted on by the central maintenance system toprovide an estimated useable life of the transparency.

This invention further relates to a transparency network inspectionsystem, including, but not limited to a plurality of transparencies,each transparency comprising a pair of sheets laminated together and asensor group to measure predetermined characteristics and/or propertiesof the transparency, wherein the sensor group comprises at least onesensor selected from the family of sensors comprising an arc sensor formeasuring arcing of an electrically heatable member; a heat sensor formeasuring temperature of the heatable member; a moisture sensor formeasuring moisture content between the sheets of the transparency, animpact sensor for measuring force of impact of objects hitting outersurface of the transparency, and a fracture sensor for identifyingfractures in a sheet of the transparency, and a central monitoringsystem comprising a microprocessor to receive output of the sensor groupof each of the transparencies, wherein the microprocessor is programmedto receive data from the sensor group of each transparency providinginformation on the performance of the property and characteristic of thetransparency associated with the sensor group and formatting thereceived data in accordance to a preset program, wherein the programincludes at least providing data from sensors that measurecharacteristics and properties of the transparency that are activeduring the period in which the data taken is of interest, and to act onthe formatted information and unfiltered information to provide anestimated useable life of the transparency.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an isometric view of an aircraft that can be used in thepractice of the invention.

FIG. 2 is a cross sectional view of a non-limiting embodiment of anaircraft intelligent window used in the practice of the invention.

FIG. 3 is a non-limiting embodiment of a schematic of a network ofaircraft intelligent windows of the invention.

FIG. 4 is another non-limiting embodiment of a schematic of a network ofaircraft intelligent windows of the invention.

FIG. 5 is still another non-limiting embodiment of a schematic of anetwork of aircraft intelligent windows of the invention.

FIG. 6 is a schematic of a system of the invention for monitoring theoutput signals of sensors or detectors of the aircraft intelligentwindows in accordance to the teachings of the invention.

FIG. 7 is a schematic of a system for scheduling repairs to, orreplacements of, aircraft intelligent windows that are performingoutside of acceptable limits.

DETAILED DESCRIPTION OF THE INVENTION

As used herein, spatial or directional terms, such as “left”, “right”,“inner”, “outer”, “above”, “below”, and the like, relate to theinvention as it is shown in the drawing figures. However, it is to beunderstood that the invention can assume various alternativeorientations and, accordingly, such terms are not to be considered aslimiting. Further, as used herein, all numbers expressing dimensions,physical characteristics, processing parameters, quantities ofingredients, reaction conditions, and the like, used in thespecification and claims are to be understood as being modified in allinstances by the term “about”. Accordingly, unless indicated to thecontrary, the numerical values set forth in the following specificationand claims can vary depending upon the desired properties sought to beobtained by the present invention. At the very least, and not as anattempt to limit the application of the doctrine of equivalents to thescope of the claims, each numerical value should at least be construedin light of the number of reported significant digits and by applyingordinary rounding techniques. Moreover, all ranges disclosed herein areto be understood to encompass the beginning and ending range values andany and all subranges subsumed therein. For example, a stated range of“1 to 10” should be considered to include any and all subranges between(and inclusive of) the minimum value of 1 and the maximum value of 10;that is, all subranges beginning with a minimum value of 1 or more andending with a maximum value of 10 or less, e.g., 1 to 3.3, 4.7 to 7.5,5.5 to 10, and the like. Further, as used herein, the terms “formedover”, “applies over”, “deposited over”, or “provided over” mean formed,applied, deposited, or provided on but not necessarily in contact withthe surface. For example, a coating layer “formed over” a substrate doesnot preclude the presence of one or more other coating layers or filmsof the same or different composition located between the formed coatinglayer and the substrate.

Before discussing non-limiting embodiments of the invention, it isunderstood that the invention is not limited in its application to thedetails of the particular non-limiting embodiments shown and discussedherein since the invention is capable of other embodiments. Further, theterminology used herein to discuss the invention is for the purpose ofdescription and is not of limitation. Still further, unless indicatedotherwise in the following discussion, like numbers refer to likeelements. The non-limited embodiments of the invention discussed hereinare directed to an intelligent window system for a vehicle, e.g. but notlimited to an aircraft windshield that includes, among other things, aplurality of windows; selected ones of the plurality of windows havingone or more sensors to monitor the performance of properties of thewindow, and an aircraft central monitoring system (hereinafter alsoreferred to as an aircraft “CMS”, or an “ACMS”) to receive data from thesensors to estimate useable life of the selected ones of the pluralityof windows having a sensor.

With reference to FIG. 1, non-limiting embodiments of the invention willbe directed to an aircraft laminated transparency, e.g. but not limitedto a right side windshield 10, a left side windshield 11 (numbered butnot shown in FIG. 1), a right front windshield 12, and a left frontwindshield 13, of aircraft 15. The invention, however, is not limited toany particular type of aircraft transparency, and the inventioncontemplates the practice of the invention on aircraft cabin windows 18,e.g. but not limited to aircraft windows of the type having a mediumresponsive to electric stimuli to increase or decrease visibletransmission, e.g. but not limited to the type of window disclosed inU.S. Published Patent application 2007/0002422A1 and on aircraft windowsof the type having an insulated air space between a pair of laminatedsheets. The entire disclosure of U.S. Published Patent Application2007/0002422A1 is hereby incorporated by reference. Further, theinvention can be practiced on commercial and residential windows, e.g.but not limited to types disclosed in U.S. Pat. No. 5,675,944, whichpatent in its entirety is hereby incorporated by reference; a window forany type of land vehicle; a canopy, and windshield for any type of airand space vehicle, a window for any above or below water vessel, and awindow for a viewing side or door for any type of containers, forexample but not limited to a refrigerator, cabinet and/or oven door.

Shown in FIG. 2 is a non-limiting embodiment of an aircraft intelligentwindow (hereinafter also referred to as “AIW”) 20, e.g. but not limitedto a laminated aircraft windshield 20 that can be used in the practiceof the invention. The AIW or windshield 20 includes a first glass sheet22 secured to a second glass sheet 24 by a first interlayer 26; thesecond sheet 24 secured to a second vinyl-interlayer or sheet 28 by afirst urethane interlayer 30, and the second vinyl-interlayer 28 securedto a heatable member 32 by a second urethane interlayer 34. An edgemember or moisture barrier 36 of the type used in the art, e.g. but notlimited to a silicone rubber or other flexible durable moistureresistant or impervious material is secured to (1) peripheral edge 38 ofthe windshield 20, i.e. the peripheral edge 38 of the first and secondsheets 22, 24; of the first and second vinyl-interlayers 26, 28; of thefirst and second urethane interlayers 30, 34 and of the heatable member32; (2) margins or marginal edges 40 of outer surface 42 of thewindshield, i.e. the margins 40 of the outer surface 42 of the firstglass sheet 22 of the windshield 20, and (3) margins or marginal edges44 of outer surface 46 of the windshield 20, i.e. margins of the outersurface 46 of the heatable member 32.

As is appreciated by those skilled in the art, and not limiting to theinvention, the first and second glass sheets 22, 24; the first andsecond vinyl-interlayers 26, 28 and the first urethane interlayer 30form the structural part, or inner segment, of the windshield 20 and theouter surface 42 of the windshield 20 faces the interior of the aircraft14, and the second urethane layer 34 and the heatable member 32 form thenon-structural part, or outer segment, of the windshield 20, and thesurface 46 of the windshield 20 faces the exterior of the aircraft 15.The heatable member 32 provides heat to remove fog from, and/or to meltice on, the outer surface 46 of the windshield 20.

The invention is not limited to the construction of the AIW orwindshield 20 and any of the constructions of aircraft transparenciesused in the art can be used in the practice of the invention. Forexample and not limiting to the invention, the windshield 20 can includea construction wherein the vinyl interlayer 28 and the urethaneinterlayer 30 are omitted, and/or the sheets 22 and 24 are plasticsheets.

Further, the invention is not limited to the design and/or constructionof the heatable member 32, and any electrically conductive heatablemember used in the art to heat a surface of a sheet to melt ice on,and/or remove fog from the surface of the sheet can be used in thepractice of the invention. In general, the heatable member 32 includes aglass sheet 60 having a conductive coating 62 applied to surface 64 ofthe glass sheet 60, and a pair of spaced bus bars 66, 68 in electricalcontact with the conductive coating 62. The invention is not limited tothe composition of the conductive coating 62, for example and notlimiting to the invention the conductive coating 62 can be made from anysuitable electrically conductive material. Non-limiting embodiments ofconductive coatings that can be used in the practice of the inventioninclude, but are not limited to, a pyrolytic deposited fluorine dopedtin oxide film of the type sold by PPG Industries, Inc. under theregistered trademark NESA; a magnetron sputter deposited tin dopedindium oxide film of the type sold by PPG Industries, Inc. under theregistered trademark NESATRON; a coating made up of one or moremagnetron sputter deposited films, the films including, but not limitedto a metal film, e.g. silver between metal oxide films, e.g. zinc oxideand/or zinc stannate, each of which may be applied sequentially bymagnetron sputtering, e.g. as disclosed in U.S. Pat. Nos. 4,610,771;4,806,220 and 5,821,001, the disclosures of which in their entirety arehereby incorporated by reference. The invention also contemplates aheatable member 32 using spaced electrically conductive wires. Heatablemembers to remove ice and snow from the aircraft windshield are wellknown in the art, and no further discussion is deemed necessary.

Generally the glass sheets 22, 24 and 60 of the windshield 20 are clearchemically strengthened lithium containing glass sheets; however, theinvention is not limited thereto, and the glass sheets can be heatstrengthened or heat tempered conventional soda-lime-silicate glass orborosilicate glass sheets. Further as is appreciated, the invention isnot limited to the number of glass sheets, vinyl interlayers or urethaneinterlayers that make up the windshield 20 and the windshield 20 canhave any number of sheets and/or interlayers.

Still further, the invention is not limited to the construction of thewindshield 20 and any of the constructions of aircraft transparenciesused in the art can be used in the practice of the invention. Forexample and not limiting to the invention, the windshield 20 can includea construction wherein the second vinyl-interlayer 28 and the firsturethane interlayer 30 are omitted, and/or the glass sheets 22 and 24are plastic sheets. Further, the cross section of the window 20 shown inFIG. 1 shows flat or non-shaped sheets, the invention is not limitedthereto, and the window 20 can have a contour to match the contour ofthe outer surface of the aircraft in which the window is mounted, e.g.the aircraft 15 shown in FIG. 1.

In addition, the invention is not limited to the material of the layersor sheets of the transparency, and the layers or sheets can be made of,but not limited to, cured and uncured plastic sheets; annealed, heatstrengthened, and heat and chemically strengthened, clear, colored,coated and uncoated glass sheets. Still further the invention can bepracticed on windows having opaque sheets, e.g. but not limited to woodand metal sheets, and glass sheets having an opaque coating, andcombinations thereof. In the preferred practice of the invention, thesheets 22, 24 and 60 are transparent clear glass sheets. By “clearglass” is meant non-tinted or non-colored glass. The glass sheets can beconventional float glass, and can be of any composition having anyoptical properties, e.g., any value of visible transmission, ultraviolettransmission, infrared transmission, and/or total solar energytransmission. By “float glass” is meant glass formed by a conventionalfloat process. Examples of float glass processes are disclosed in U.S.Pat. Nos. 4,744,809 and 6,094,942, which patents in their entirety arehereby incorporated by reference.

In the preferred practice of the invention, the AIW or the windshield 20has one or more sensors to monitor one or more properties of the windowto determine if the window is operating within an acceptable performancerange, and to take appropriate action based on the performance of thewindow as indicated by the sensor. In one non-limiting embodiment of theinvention, the sensors are selected from the group of (A) an impactsensor 76 that generates a signal when an object hits or impacts thewindshield, e.g. but not limiting to the invention, hits the outersurface 46 of the windshield 20 during takeoff; (B) a rupture or crackdetector, or sensor 78 that generates a signal when a portion of thesheet cracks; (C) an arc sensor 80 which generates a signal indicatingthat the heatable member is arcing which indicates that the heatablemember 32 has or is developing a defect; (D) a sensor or detector 82 tomeasure the temperature of the conductive coating 62 of the heatablemember 32 to prevent over heating of the heatable member 32, and (E) amoisture sensor 84 to indicate moisture penetration through or aroundthe moisture seal 36 and/or between the sheets of the laminatedwindshield.

The term “aircraft intelligent window” as used herein is an aircraftwindow having one or more sensors or detectors to measure performance ofa property or characteristic of the window and forward a signal havingthe data to a processor.

The impact sensor 76, the rupture and crack sensor 78, the arc sensor80, the temperature measuring sensor 82 and the moisture sensor 84 areshown in FIG. 2 as blocks without showing specific designs, componentsand/or or operation of the sensors because the invention is not limitedto the design or operation of the sensors 76, 78, 80, 82 and 84, andsensors well known in the art can be used in the practice of theinvention, e.g. sensors that can be used in the practice of theinvention are disclosed in detail in U.S. Pat. No. 8,155,816 B2, andU.S. Patent Application Publication Nos. 2010/0163675 A1 and2013/075,531, and no further discussion is deemed necessary.

Non-limiting embodiments of the invention will be discussed using theright side windshield 10, the left side windshield 11, the right frontwindshield 12, and the left front windshield 13, of the aircraft 15. Ascan be appreciated, each of the right side windshield 10, the left sidewindshield 11, the right front windshield 12, and the left frontwindshield 13, of the aircraft 15 can have the design of the windshield20 shown in FIG. 2 and discussed above, or selected ones of the rightside windshield 10, the left side windshield 11, the right frontwindshield 12, and the left front windshield 13, of the aircraft 15 canhave the design of the windshield 20 and the remaining ones of the rightside windshield 10, the left side windshield 11, the right frontwindshield 12, and the left front windshield 13, of the aircraft 15 canhave different designs, e.g. but not limited any prior art design of anaircraft windshield.

The discussion is now directed to non-limiting embodiments of aircraftwindow sensing networks (hereinafter also referred to as “AWSN”) of theinvention to receive input from selected ones of the sensors 76, 78, 80,82 and 84 of the aircraft intelligent windows or windshields 10-13, andcompare the present output of the sensors to previous output of thesensors and/or the output from different sensors of different windowsmeasuring the same parameter to estimate life expectance or remaininguseable life of the aircraft intelligent window for each of theproperties measured by the sensors. In the preferred practice of theinvention, the aircraft intelligent windshields 10-13 are consideredwindshields of an aircraft window sensing network (hereinafter alsoreferred to as “AWSN”) discussed in detail below instead of individualindependent operating windshields. In this manner, individualperformance of the windshields can be considered, and performance of thewindshield operating as a windshield of a network can be considered. Aswill be appreciated, monitoring a network of windows instead of onewindow may provide information to indicate that the aircraft opening orwindow mount may be contributing to a window defect, or the design ofthe window may be useable for one location but not for a differentlocation. By way of illustration and not limiting to the discussion, ifpast performance and present performance of a window in a network ofwindows that usually develops defects, e.g. moisture penetration is in“position x” of the aircraft, the type of failure of the windows(moisture penetration) in “position x” may be an indication that awindow design is not useable in “position x”.

In the preferred practice of the non-limiting embodiments of theinvention, the sensor 76 provides data relating to impacts to thewindshield; the sensor 78 provides data relating to the presence ofcracks in the glass and plastic sheets; the sensor 80 provides datarelating to arcing of the heatable member 32; the sensor 82 providesdata relating to the temperature of the heatable member 32, and thesensor 84 provides data relating to moisture penetration. The sensorsused in the practice of the invention include, but are not limited tothe sensors and detectors disclosed in U.S. Patent ApplicationPublication Nos. 2010/0163675 A1, and 2013/075531.

In one non-limiting embodiment of the invention, each of the aircraftintelligent windows monitored have the same sensors, and in anothernon-limiting embodiment of the invention, the aircraft intelligentwindows have sensors that measure a property that is expected to beeffected by the continued operation of the aircraft having the aircraftintelligent window. By way of illustration and not limiting to theinvention, aircraft intelligent windows at the rear of the aircraft maynot have impact sensors because impacts to the windows at the rear ofthe plane are less likely to have impacts during takeoff and landingsthan the front windshields of the aircraft. The sensors mounted on theaircraft intelligent window are collectively referred to as a group ofsensors or sensor group.

Shown in FIG. 3 is a non-limiting embodiment of an aircraft windowsensing network or AWSN 85 of the invention. The AWSN 85 includes, butis not limited to the right side windshield 10 having sensor group 86connected to a window sensing hub (“WSH”) 88 by way of cable 90; theleft side windshield 11 having sensor group 92 connected to the WSH 88by way of cable 94; the right front windshield 12 having sensor group 96connected to the WSH 88 by way of cable 98; the left front windshieldhaving sensor group 100 connected to the WSH 88 by way of cable 102, andAIW 117 having sensor group 116. The communication between the WSH 88and the sensor groups 86, 92, 96 and 100 of the AIWs 10-13,respectively, is provided by cables 90, 94, 98 and 102, respectively,and the sensor group 116 of the windshield 117 is connected to the WSH88 by a transmitter and antenna combination 124 mounted on thewindshield 117, and a transmitter and antenna combination 126 ispositioned in the WSH 88.

As can now be appreciated by those skilled in the art, passinginformation between the sensor groups 86, 92, 96, 100, and 116, and theWSH 88 can be by wireless transmission as shown for windshield 117 orcan be by wire or cable transmission as shown for the AIWs 10-13 asdiscussed above. Wireless communication and wire communication to passinformation between two or more locations or positions is well known inthe art and no further discussion is deemed necessary. For additionaldiscussion directed to wireless communication and wire communication topass information between two or more locations, reference to U.S.Published Patent Publication No 2013/0075531 is recommended. Based onthe present discussion, it can now be appreciated that the invention isnot limited to the method of passing the information between the sensorgroups 86, 92, 96, 100, 104, 110 and 116, and the WSH 88.

The windshield 117 was added to the AWSN 85 to illustrate a non-limitingembodiment of a wireless connection of the invention. The windshield 117is not shown in the other non-limiting embodiments of the invention,however, it is understood that wireless connections can be used withother non-limiting embodiments of the invention. Further, unlessindicated otherwise, the discussion directed one or more of the IAWs10-13 is applicable to the IAW 117.

With continued reference to FIG. 3, the WSH 88 includes a microprocessor130 to process the information received from sensor groups 86, 92, 96,100 and 116, to determine the performance of properties of each of thewindows of interest. In one non-limiting embodiment of the invention,the WSH 88 includes software and data to format the information from thesensors groups 86, 92, 96, 100 and 116 to present a representation ofthe performance of the AIWs 10-13 and 117. The invention is not limitedto the formatting of the information received by the WSH 88, e.g. in onenon-limiting embodiment of the invention, the data from the sensorgroups 86, 92, 96, 100 and 116 received by the WSH 88 is formatted toshow performance of the AIWs 10-13 and 117 in the categories of windowsperforming at the bottom quartile, the top quartile and the middle halfof the acceptable range for each of the properties of the AIW beingmonitored. In another non-limiting embodiment of the invention, theformatting includes assigning windows to networks of windows, e.g. anetwork of side windshields, and a network of front windshields, andnoting and comparing their performance.

As can be appreciated, the invention is not limited to a microprocessorand any equipment for processing information can be used in the practiceof the invention, e.g. but not limited to a fully programmable gatearray (also known in the art as “FPGA”) and/or an application specificintegrated circuit.

In one non-limiting embodiment of the invention, and as shown in FIG. 3,the WSH 88 can be an independent unit used to monitor and control theaircraft window system, or the WSH 88 can be connected to an aircraftcentral maintenance system 134 (hereinafter also referred to as“aircraft CMS 134”) of the aircraft 15 by wire or cable 136, and/orwireless. The aircraft CMS 134 includes software and historical data toprovide expected useable life of the windshields 10-13 and 117, througha mathematical framework and when necessary, set up repair orreplacement of the aircraft intelligent window, e.g. but not limited tothe procedure disclosed in U.S. Pat. No. 8,155,816. When the windshieldsensing hub 88 is used with the aircraft CMS 134, the formattedinformation is forwarded from the WHS 88 to the aircraft CMS 134 of theaircraft by the cable 136. The aircraft CMS 134 acts on the formattedinformation to determine health and useable life of the AIW 10-13 and117, e.g. as discussed in detail below.

As can now be appreciated, the invention is not limited to the number ofwindows connected to the window sensing hub 88, and all the windows ofthe aircraft 15 can be connected to the WSH 88. Further, the inventionis not limited to the number of sensors provided on each of the AIW10-13 and 117 of the aircraft 15.

An advantage of the aircraft window sensing network 85 shown in FIG. 3is the capability of setting up the microprocessor 130 of the WSH 88 toformat only data of interest and forwarding the formatted data ofinterest to the aircraft central monitoring system 134 to determine thehealth and useable life of the AIWs of interest, e.g. but not limited towindshields 10-13 and 117. The filtered data is stored for reference,e.g. but not limited to the invention to determine expected lifeexpectance of the AIWs 10-13 and 117 as discussed below. By way ofillustration and not limiting to the invention, the microprocessor 130of the WSH 88 is programmed based on a mathematical model to format thedata of interest from the data collected on the activity of theaircraft. For example and not limiting to the discussion, If the planeis scheduled for takeoff, before takeoff, data from all the sensorgroups 86, 92, 96, 100 and 116 of the aircraft windshields 10-13 and 117is collected by the aircraft central maintenance system, or aircraft CMS134 and evaluated by a model based microprocessor 130 to showperformance of the aircraft intelligent windshields 12-13 and 117, andthe resulting data sent to the aircraft CMS 134 to determine expecteduseable life of the AIWs 10-13 and 117. If the expected useable life ofan AIW 12-13 and 117 is less than the flight time to the initialdestination or less than a scheduled flight time to an airport having anAIW to replace the AIW of interest, the AIW of interest is replacedbefore takeoff.

In another non-limiting embodiment of the invention, during takeoff ofthe aircraft 15, the microprocessor 130 of the WSH 88 is programmed toprocess data from the impact sensor and the crack sensor of thewindshields 10-13 and 117, and to forward the data from the impactsensor and the crack sensor of the windshields to the aircraft CMS 134to determine any change in the expected useable life of the AIWs 10-13and 117.

In still another non-limiting embodiment of the invention, during flighttime, the microprocessor 130 is programmed to evaluate data from thesensors at a frequency based on its importance during the flight. Forexample and not limiting to the discussion, the temperature sensor andthe arc sensor are checked at the highest frequency; the crack orrupture sensor and the moisture sensor are measured at a frequency lessthan the frequency check of the arc and temperature sensors, and theimpact sensor is measured at a frequency less than the frequency checkof the moisture sensor, and the crack sensor of the AIWs 10-13 and 117.

Further, in another non-limiting embodiment of the invention, duringlanding of the aircraft, the microprocessor 130 of the WSH 88 isprogrammed to process data from the impact sensor and the crack sensorand to forward the data from the impact sensor and the crack sensor tothe ACMS 134 to be part of the window history database and with amathematical model to determine any change in the expected useable lifeof the AIWs 10-13 and 117.

The microprocessor 130 of the WSH 88 can also be programmed to displayimmediately any sensor reading that has a drop in performance of apredetermined percent, e.g. but not limited to 25% or more drop inperformance. Data collected and not used during take-off, flight andlanding, is forwarded to a storage facility and used to determine lifeexpectance as discussed below.

Shown in FIG. 4 is another non-limited embodiment of an aircraft windowsensing network of the invention identified by the number 140. Theaircraft window sensing network 140 includes, but is not limited to, thewindshields 10-13 having sensor groups 86, 92, 96, and 100,respectively, connected to aircraft central monitoring system 142 by thewires 90, 94, 98, and 102, respectively. In this non-limiting embodimentof the invention, the aircraft CMS 142 can include the formattingfeatures of the WHS 88 e.g. but not limited to having the microprocessor130 positioned in, or being part of, the aircraft CMS 142. The aircraftCMS 142 of the aircraft window-sensing network 140 shown in FIG. 4operates in a similar manner as the WSH 88 and aircraft CMS 134 of theaircraft window sensing network 85 shown in FIG. 3.

FIG. 5 shows still another non-limiting embodiment of an aircraftwindow-sensing network (“AWSN”) of the invention designated by thenumber 150. In general, the aircraft window-sensing network 150includes, but is not limited to, any combination of single or multipleunits, including any or all of the IAW 10-13, and 20 (see FIGS. 1-4),the WSH 88 (see FIG. 3), and/or the aircraft CMS 134 (FIG. 3) and 142(FIG. 4). In the non-limiting embodiment of the invention shown in FIG.5, the aircraft window sensing network 150 includes, but is not limitedto, the sensor group 86 of the right side window 10 and the sensor group92 of the left side window 11 connected to the WSH 88 by wires 90 and94, respectively. The sensor 92 of the left front window 13 is connectedto the aircraft CMS 134 by cable 102, and the aircraft CMS 134 and theWSH 88 are connected by cable 151 to exchange information between theaircraft CMS 134 and the WSH 88 relating to performance of the windows,e.g. but not limited to aircraft history and maintenance of the aircraftintelligent windows 10, 11 and 13. The aircraft CMS 142 is connected bycable 152 to a window sensing HUB 153 to exchange information betweenthe ACMS 142 and the window sensing hub 153 relating to performance ofthe windows 10, 11 and 13. With continued reference to FIG. 5, thesensor 96 of the windshield 12 is connected by wire 98 to sensor 156 ofthe window 20, and the sensors 98 and 156 are connected to an aircraftCMS 158 by cable 159. As can be appreciated, the information from thesensor 96 of the window 12 can be integrated with the information of thesensor 156 of the window 20 and forwarded to the aircraft CMS 142 by thecable 159, or the information from the sensor 96 of the window 12 can beforwarded by cable 98 to the window 20 and forwarded with theinformation from the sensor 156 by cable 159 to the aircraft CMS 142.

The AWSN 150 of FIG. 5 provides the option to compare the performance ofthe AIWs 10 and 11 to one another, and to compare the performance of theAIW 13 to the AIWs 10 and 11 as individual windows or as a group ofwindows, or to the combination of windows and to compare the performanceof the AIW 12 and 20 to one another. Optionally and not limiting to theinvention the aircraft CMS 142 can be connected to the aircraft CMS 134and/or the window sensing hub 153 by wires 160 and 162, respectively(shown in phantom). In this manner, the performance of the windows canbe compared to one another. For example and not limiting to theinvention, the output of the arc sensor and temperature sensor for thewindows 10, 11 and 13 can be compared to one another to see if thedeterioration of the AIW follows a pattern or is random. If a failurepattern is followed, the failure of the AIW may be due to an effectacting on the window as contrasted to an effect of the window.

As can now be appreciated, the invention is not limited to theconnections of the intelligent aircraft windows (“IAW”) 10-13 as shownin FIGS. 3-5, and the invention contemplates any IAW connectionconfigurations, e.g. but not limited to IAW directly or indirectlyconnected to the WSH or the aircraft CMS; IAW inter-connected to anotherIAW for information sharing or networking, and any combination of IAWsinter-connected first and then connected as a group to either AWH orintegrated aircraft CMS. Further, connections of the intelligentaircraft windows 10-13 to the aircraft central maintenance systems 134and 142 in FIGS. 3-5, respectively, and the invention contemplates anyindividual IAW directly integrated into the aircraft CMS to be part ofthe aircraft maintenance and aircraft reliabilitycalculation/predictions, any combination of IAWs can be inter-connectedand/or grouped together and then connected to the aircraft CMS as partof the aircraft history and maintenance recording system, and the WindowSensing Hub (WSH) integrated into the aircraft CMS as part of the CMSfor the aircraft monitoring system.

As discussed above, any ACMS integration from AIW system to aircraft CMScan be made either by wired connection or wireless connection whenacceptable. In the practice of the invention, every AIW can beindependently used to shutdown the window heat controller as disclosedin U.S. Published Patent Application Serial No. 2013/075,531 or otherwindow related controllers as disclosed in U.S. Patent ApplicationPublication No 2010/0163675 A1. The invention is not limited to reasonsto shut down the sensors of the intelligent aircraft windows 10-13 and20 (shown only in FIG. 5, and the windows can be shut down for anyreason including, but not limited to, a window operating outside of anacceptable range for the property being monitored, or the sensor of thewindow is not needed because the property being monitored is not active,e.g. a sensor for impact monitoring can be needed on takeoff but may notnecessarily be needed when the aircraft is in flight.

The non-limited embodiments of the invention provide, among otherthings, the opportunity to make an intelligent decision for the aircraftcontrol actions, such as shutdown the intelligent aircraft window heatcontroller, alarm the pilot, data input to the aircraft ACMS based onthe window conditions, such as, the window life prediction, windowlongevity, window arcing condition, window moisture ingression, windowimpact status, and other window related measurement, will be institutedeither by the aircraft ACMS system, by WSH with connection to theaircraft control system input/output modules system, or individually inany AIW with direct or indirect connection to the aircraft controlsystem input/output modules system.

The discussion is now directed to the use of the networks to monitor theperformance of the windows having the sensors. The network shown in FIG.3 uses the WSH as a filter to take all of the information and dataprovided by the sensor groups to study those properties of interest forthe activity of the aircraft. By way of illustration and not limiting tothe invention, during takeoff the information from the impact sensors ismonitored to identify any impact having force sufficient to cause asheet of the windshield to fracture. After takeoff the output of thecrack sensor and the impact sensor are saved into the WSH and evaluatedby a math model to determine if a reading is outside of normal lowimpact. With the plane in flight the monitoring of the impact sensor isreduced to read impact data only if a reading is outside of anacceptable range.

Consider the arcing sensor and the temperature sensor. For planes flyingin high temperature zones, the heatable member may have limited use.More particularly, the data from the temperature sensor and the arcsensor can be taken for historical purposes and not processed becausethe heatable member may be turned off. As can now be appreciated, theoutput of the arc sensor and the temperature sensor is only used whenthe data indicates that the heatable member is arcing and/or thetemperature sensor indicates a temperature outside an acceptable range.

As can be appreciated, the invention is not limited to the softwareprogram to evaluate the performance of the windshield, and to determineand/or estimate useable life of the windshields, and any of the typesknown and/or used in the art can be used in the practice of theinvention

Control System

With reference to FIG. 6, there is shown one non-limiting embodiment ofthe invention to monitor the performance of the AIW 10-13 and 20 shownin FIG. 5 of the invention and to timely schedule maintenance of, e.g.repairs to, or replacement of, transparencies, e.g. AIWs that areperforming outside acceptable limits and/or have a short lifeexpectance. The sensor groups 86, 92, 96, and 100, of the IAWs 10-13 ofthe network 140 shown in FIG. 4 are connected by wires 90, 94, 98, and102, respectively to the aircraft CMS 142, mounted in a console 176mounted in the airplane 15 (FIG. 1). The aircraft CMS 142 is connectedto a monitor 178 to provide visual display, and speaker 180 to provideaudible information regarding the performance of the AIWs 10-13. Theconsole 176 can include an alarm 182 to bring attention to the monitor178. Placing the console 176 in the aircraft 15 provides the personnelwithin the aircraft 15 with real time performance of the AIW 10-13

With reference to FIGS. 6 and 7, in another non-limiting embodiment ofthe invention, the console 176 has a wireless transmitter and receiver184; the transmitter 184 transmits signals 186 to a transmitting tower188. The signals 186 carry data on the performance of the AIWs 10-13.The tower 188 transmits a signal 190 carrying the data on theperformance of the AIW 10-13 to a satellite 192. The satellite 192transmits a signal 194 carrying the data on the performance of the AIWs10-136 to a control center 196. The data received is studied and theappropriate action to be taken is scheduled. In one non-limitingembodiment of the invention, based on the information received,personnel at the control center 196 determine what action, if any, isneeded. If action such as repairs to the AIW or replacement of the AIWis needed, a signal 198 providing a repair schedule is transmitted tothe satellite 192. The satellite 192 transmits a signal 200 having therepair schedule to the tower 188. The tower 188 transmits a signal 204having the repair schedule to the console 176 and to a maintenancecenter 208 geographically close to the designated repair location(usually the next scheduled stop for the aircraft) to arrange to haveall parts, equipment and personal need at the designated repairlocation.

In still another non-limiting embodiment of the invention, if the datafrom the sensor groups indicate that an AIW has to be replaced, therepair schedule can include shipment of an AIW replacement windshield tothe next scheduled stop of the aircraft; if the AIW has to be replacedwith some urgency, the repair schedule would include a change to theflight plan to land immediately and an AIW scheduled to be delivered tothe repair area. The passengers can optionally be transferred to anotherplane or wait until the repair is completed. If a repair is scheduled,and the repair can be made without removing the unacceptable AIW, therepair schedule can provide for personnel and repair parts to beprovided at the designated repair location.

As can be appreciated, the invention is not limited to wirelesstransmission of signals carrying information and the transmission can bemade by land-lines. Further, the signals can be transmitted betweenlocations solely by satellite, or solely by transmission towers, and bycombinations thereof.

The invention is not limited to the embodiments of the inventionpresented and discussed above which are presented for illustrationpurposes only, and the scope of the invention is only limited by thescope of the following claims and any additional claims that are addedto applications having direct or indirect linage to this application.

What is claimed is:
 1. A transparency network inspection system,comprising: a plurality of transparencies of a vehicle mounted todifferent locations of the vehicle, each transparency comprising: a pairof sheets laminated together; a heating assembly comprising a heatableconductive coating covering one of the pair of sheets; a moisture sealextending around a peripheral edge of the pair of sheets; and at leastone sensor group configured to measure predetermined characteristics orproperties of the transparency, wherein the at least one sensor groupcomprises at least two of an arc sensor for measuring arcing of theheatable conductive coating, a heat sensor for measuring temperature ofthe heatable conductive coating, a moisture sensor for measuring amoisture passing through the moisture seal and between the pair ofsheets of the transparency, an impact sensor for measuring force ofimpact of objects hitting an outer surface of the transparency, or afracture sensor for identifying fractures in one or more of the pair ofsheets the transparency; and a central monitoring system comprising amicroprocessor comprising a preset program comprising instructions thatwhen executed by the microprocessor cause the microprocessor to: receivesensor data obtained over at least one time period comprising presentoutput from the at least two sensors of the at least one sensor group ofeach of the plurality of transparencies; process the received sensordata to generate information based on the received sensor data forsensors of the at least one sensor group of each of the plurality oftransparencies; and provide an estimated remaining useable life for atleast one of the pair of sheets, heatable conductive coating, ormoisture seal of a selected transparency of the plurality oftransparencies, wherein the estimated remaining useable life for theselected transparency is based on a comparison between (1) theinformation for the selected transparency showing present performance ofthe transparency, (2) past performance information for a transparencypositioned in the vehicle at the location of the selected transparency,and (3) present output from the at least one sensor group of others ofthe plurality of transparencies located at different locations of thevehicle than the selected transparency showing present performance ofthe other transparencies, wherein the at least one sensor group of theothers of the plurality of transparencies measures the samepredetermined characteristics or properties as the at least one sensorgroup of the selected transparency of the plurality of transparencies.2. The system according to claim 1, wherein the vehicle comprises one ormore of a land vehicle, an air vehicle, a space vehicle, or a watervessel.
 3. The system according to claim 1, wherein the vehiclecomprises an aircraft, and wherein the plurality of transparenciescomprise windshields of the aircraft.
 4. The system according to claim3, wherein the windshields of the aircraft comprise: a left sidewindshield; a right side windshield; a low right front windshield: a lowleft front windshield; a high right front windshield; a high left frontwindshield; and a middle front windshield between the high right frontwindshield and the high left front windshield.
 5. The system accordingto claim 4, wherein processing the received data comprises formattingthe data to quartile data based on a performance of the left sidewindshield and the right side windshield, and wherein the formattedinformation and the sensor data are sent to the central monitoringsystem.
 6. The system according to claim 1, wherein the centralmonitoring system is connected to a monitor, an alarm, or a voiceactivated alarm.
 7. The system according to claim 1, wherein one or moreof the plurality of transparencies comprise a laminated aircraftwindshield and the at least two sensors of the at least one sensor groupare mounted between an outer surface of the laminated windshield or onperiphery of the laminated windshield.
 8. The system according to claim1, wherein the microprocessor is configured to receive the sensor datafrom the at least two sensors of the at least one sensor group of eachtransparency in response to a command from a system user.
 9. The systemaccording to claim 1, wherein the microprocessor is further configuredto provide information about a real life performance of the selectedtransparency of the plurality of transparencies based on the informationor the sensor data for the selected transparency of the plurality oftransparencies.
 10. The system according to claim 9, wherein themicroprocessor is further configured to determine information aboutrepair and replacement of the selected transparency of the plurality oftransparencies based on the information about the real life performanceand the estimated remaining useable life of the selected transparency ofthe plurality of transparencies.
 11. The system according to claim 1,wherein the instructions of the preset program, when executed by themicroprocessor, further cause the microprocessor to receive informationabout an activity of the vehicle during the at least one time period,and wherein the information based on the received sensor data isgenerated only for transparencies that are active during the at leastone time period determined based on the information about the activityof the vehicle.
 12. The system according to claim 11, wherein theinformation based on the received sensor data comprises formattedinformation for a plurality of time periods, and wherein the activity ofthe vehicle is different for each of the plurality of time periods. 13.The system according to claim 11, wherein the vehicle comprises anaircraft and wherein the activity of the vehicle comprises beforetake-off activities, during flight activities, landing of the aircraft,or after landing activities.
 14. The system according to claim 11,wherein the instructions of the preset program cause the microprocessorto receive the sensor data from the at least two sensors of the at leastone sensor group of each transparency at a frequency determined based onthe activity of the vehicle.
 15. The system according to claim 11,wherein the information based on the received sensor data is not basedon sensor data for sensors that are not active during the at least onetime period, and wherein activity of the sensors is determined based onthe activity of the vehicle over the at least one time period.
 16. Thesystem according to claim 1, wherein the instructions, when executed bythe microprocessor, cause the microprocessor to schedule repair andreplacement of the selected transparency of the plurality oftransparencies based on the estimated remaining useable life of theselected transparency.
 17. The system according to claim 1, wherein theinstructions, when executed by the microprocessor, cause themicroprocessor to provide an indication when the estimated remaininguseable life of the selected transparency is less than a transit time toan initial destination of the vehicle.
 18. The system of claim 1,further comprising a windshield hub electrically connected to the atleast one sensor group of each of the plurality of transparencies,wherein the windshield hub is configured to receive raw sensor data fromthe at least one sensor group of each of the plurality oftransparencies, process the received raw sensor data to generateformatted sensor data, and wirelessly transmit the formatted sensor datato the central monitoring system, and wherein the sensor data processedby the central monitoring system is the wirelessly transmitted formattedsensor data.